Brake mechanism for automobiles.



R. S. PELTON.

BRAKE MECHANISM FOR AUTOMOBILES.

"APPLICATION FILED JAN. 4, 1912.

Patented Jan. 14, 1913.

4 INVENIOR ions/fr 6. E2 707v,

WITNESSES moimsrs aoamrr 8. PEI-TON, OI ION'I'IOILLO, new YORK.

nun I'OB AU'IOIOBILBS.

Ipecttleatlea Letters 1mm.

Patented Jan. 14,1913.

Application ma January 4 191:. min 80. scans.

To 'all 'whomit may concern."

Be it known that I, Roimn'r S. Pumps, a citizen of the United States,and a resident of Monticello, in the county of Sullivan and State of NewYork, have invented an Improved Brake Mechanism for Automobiles, ofwhich the following is a s ecification. My invention is applicab e toauto vehiclee having'a compensating or differential gear. whichoperatively connects the inner adjacent .ends of alined axles oraxle-sections on which'the rear or driving wheels keyed. lemploy brakelevers which are uliarly' constructed and arranged for nt or separateoperation, and I connect em with separate and independent brakes a.pliedto the respective drivin wheels, so t at either wheel may be lockewhen it is desired to preventit slipping in the; mud, the'propulsiveefiect of the motor beuig m such case applied to the otherwheel-resting2. each axle or drivin -wheel in a well ownway. Each bra e is connectedby one or more rods 4 with one of the two footlevers 5 which arefulcrumed on the frameand project above the inclined foot-board 6 withwhich automobiles are ordinarily provided.

The two levers 5 are arran ed side by side, and each is provided with aend 5 extended laterally in both directions. Thus the heads abut on theinner side and prcgect outward laterally on the opposite si e. The innerdportions are cut, away, as shown to provi e space for the applicationof the cot of the chaufleur so that both brake-levers and brakes may he0 rated simultaneously when it is des red. heads 5' are preferablyformed as projections or blocks and the chauffeur may aphe outer ends ofthe.

'ply his foot to either when it is desired to apply but one brake;

The differential gear allows either driving wheel 7 to rotate at ahigher or lower rate of speed than the other, which facilitates turningcorners or describing curves generally.

It sometimes happens that one of the wheels will strike a slippery placeor enter mud, which is quite soft and allows such wheel to slip orrotate without propelling the vehicle, while the other opposite wheelwill .he upon solid ground. The wheel which turns easiest is the onewhich will do the propelling, and consequently the wheel which is on theslip cry place or in the soft mud will rotate without effecting thedesired propulsion of the vehicle. In other words, one of the wheel'swill race since all the motion or propulsive efiect of the motor willbetransmitted to it and the other wheel will remain stationary. It istherefore necessary to apply resistance to the wheel which is oneslippery place or in the mud, so that, through the differential gear, agreater tractive force may be applied to the wheel which is on the solidground. For this purpose, I operate the brake. which is connected withthe wheel in the mud, and thus hold it stationary, or, in other words,prevent its rotation, 50' that the differential gear will apply theentire propulsive force to the ot e'r wheel', and thus the vehicle willbe pulled out of the mud or ofi the slippery place. In brief, I providea brake'mechanism by which both brakes may be applied simultaneously, oreither singly in an emergency such as above stated.

Each of the heads 5 of the brake levers is cut away as to its inner halfor end, thus leaving a rejection on the outer side. When the c aufieurapplies his foot to the ad acent cut-away portions of the heads, bothlovers "are 0 erated simultaneously, but upon applying is footto eitherof the outer projections, the corresponding lever will be operatedsingly. The general princip e of my invention is applicable to theso-called emergent-y brake, that is to say, two emergency brake leversmay be arranged side by side and connected separately to the drivingwheels and the levers may be connected by a slip ring to keep lOO themtogether for ordinary braking, but

'the'ring may be slipped off in case the machine shouldbe stalled in themud and it be required to apply either brake separately.

What I claim is 1. The combination, with driving-wheels and alined axlesections, a differential gearing applied to such sections andoperatively connecting the same, and separate brakes applied to therespective axles, of two treadle brake-levers and two rods connectinthem with the brakes of the respective independent wheels, the leversbein' arranged side b side andhaving heads adapted for simu taneousapplication of the foot to both, whereby they may be operated singly ortogether, substantially as described.

2. The combination, with driving-wheels and alined axle-sections,differential gear-v proximity required for the operation of both brakessimultaneously by the application of the foot of the chauffeur to thecontiguous portions of the heads, substantially as described.

ROBERT S. PELTON. Witnesses:

IDA SCHERMAN, NELLIE CHILDS SMITH.

